Recently I had an exchange with Australian Flying magazine editor, Steve Hitchen. He asked some great questions and after giving my responses I realized some of his question were common ones I hear being discussed. So why not share our give-and-take? Steve's questions are in blue.

I'd like to talk about power. With LSA restricted to 120 KIAS, it seems unlikely we'll get much engine development to increase power unless regulations change to either allow an increase in speed or gross weight.

Clubman is a beautiful customization of the B&F FK-9 that has sold well over the last two decades. Their U.S. rep is Hansen Air Group.

LSA are getting more power, to wit, Rotax’s new 915iS with 135-horsepower and the Continental Titan line with 180 horsepower. I do not think this is the end of the horsepower boosts …plus LSA speed and/or weight changes could conceivably follow in the USA but are currently not limitations in other countries that accept the ASTM standards as a basis for approval or certification.

What would be the point of more powerful engines on LSA?

FX1 is a fully updated version of the JetFox97. It makes significant use of carbon fiber construction.

Well, beside pilots’ interest in having more power, aircraft operating at higher elevations and seaplane or floatplanes benefit from more power even when they cannot fly faster.

There's already a lot of technology in LSA thanks to the need to save weight, which has me wondering where the sector is going. Can you provide me with some thoughts?

Well, that topic could take us down quite a lengthy path. Let me offer a somewhat shorter reply.

Lisa’s Akoya is a LSA seaplane with several innovations such as the Seafoils you see cutting the water.

You are right about many tech developments — and on that I point you to an article published recently in General Aviation News' "The Pulse of Aviation." Two thoughts: (1) I believe the LSA sector has reached an interesting level of maturity. The pace of major innovations may have slowed but the most important developments are now common on most LSA (and light kits). This situation is not so different than smartphones that totally upended mobile a decade ago with the introduction of the iPhone. In a similar time period, that industry has also matured and development has lost its torrid pace. (2) The funny thing about innovation is you often don’t know how or when it might emerge. Electric propulsion is one possibility and then we are seeing the first glimmer of a new class of aircraft with a collection of spinning blades or rotating wings. Who can guess where precisely that is headed? Whatever the coming changes, they will work first on lighter aircraft. My article referenced above tries to speculate a bit.

By the way, the use of technology seeks not only to save weight. New methods are used because they can, that is, developers don't need to jump through the regulatory hoops as demanded in Part 23. LSA developers can quickly implement new ideas and materials.
Boeing’s Aurora is one of a flock of new developments aimed at the air taxi trade but it could result in a sport model.

Composite versus metal. Is there something else? What type of composites are in common use and what types are under development? What drives composite development? Does metal still have a future in LSA? Is mix-and-match of both the way to go?

One definition of composite is "made of various materials." In the past "composite" implied fiberglass. LSA already rely on fiberglass, aluminum, and steel but add high-tech materials such as Kevlar, carbon fiber, and titanium. Today, the most advanced designs have significantly carbon fiber airframes, partly for weight but also strength as well as aerodynamic efficiency and design beauty.

Terrafugia’s TF-X is a second generation of their “roadable airplane,” now more likely after a substantial investment from China’s Geely auto maker.

However, metal seems here to stay, being highly established and proven. Its advantages in easy repair, easier-to-determine fatigue, and a widespread familiarity of working the material — along with low weight — will keep aluminum in play.

What are the major construction methods? Is there room for the construction method to contribute to the aircraft performance in terms of weight saving? Aircraft like the Ekolot Topaz have fuselages formed in two halves then adhered together like a Revell P-51 model. Is this the way of the future? Is there room for mass production?

North Wing’s smoothly-contoured Solairus Part 103 trike carriage shows how even older ideas can be dramatically upgraded.

That's one beauty of fiberglass and carbon. You can have beautiful shapes and strength with weigh savings. Assembly ease is a factor, too. Those materials will surely persist for those reasons and for future production efficiencies. However, since nearly all airplanes are low-production — essentially hand-built with modest use of robotics, even at the Boeing or Airbus level — prospects for genuine mass production seem distant.

Avionics development has seen technology cascade down from GA, but there is some that has been designed from scratch for the LSA sector, such as AoA Indicators. Which way will the technology flow in the future? Is EFIS going to become standard for LSAs or do the traditional clocks still have a place? Have we reached a pinnacle in LSA simply because the sector can operate without technology such as HUDs?

Drone maker Yuneec’s concept four seat electric aircraft.

Actually, I don’t believe it is accurate to say instrument technology cascaded downfrom GA. Instead, I think the best tech has cascaded UP, if you will, from lesser-regulated machines. Many airline pilots look at a modern LSA and say, “Wow, this is as good or better instrumentation than what I have in my airline cockpit!” For example, synthetic vision has been around for years already in LSA. Today, EFIS is pretty much standard in all LSA and, to some extent, that is spreading to Type Certified aircraft in the form of iPads that can now show full ADAHARS info plus traffic and weather. Since these can be handheld or yoke mounted, they need no FAA/CAA approvals. HUD is also coming but at more affordable prices. Who can predict what future tech is on the way. AoA has been around for years as well, and commonly the cost to add an AoA system is $200± per aircraft (as the digital screens can easily adapt to minor hardware additions); this is a small fraction of the cost on TC’d aircraft. One thing I feel sure of — the newest tech will appear in the least regulated aircraft first. As one more example, the very first use I know of for GPS, anywhere in aviation, was on hang gliders of all places.

Weight-saving is always an issue for manufacturers. In Australia a land-based LSA can lift no more than 600 kg (1,320 pounds), so what can manufacturers do to increase their useful load? Are we reaching a dangerous situation where the aircraft are getting too light or are too heavy to include some desirable safety features, such as parachutes?

Both airliner-building giants Boeing and Airbus are experimenting with small (1- and 2-seat) aircraft. This is a concept drawing for Airbus’ Vahana that just took its first flight.

Perhaps we are pushing some boundaries if new ideas and materials are not forthcoming. However, they are forthcoming. I’m not too worried about it. For example, crush zone technology in cars did not add weight — in fact removed it compared to other methods — and this greatly added to safety.

Are regulations stifling LSAs? Should LSAs be able to fly at up to 750 kg MTOW (1,650 pounds gross) to give manufacturers more design freedom? Is there anything that has to change to enable more technology to be used in LSA, and if so, what is it?

An airframe parachute is one of several innovations that started in light Aircraft and migrated up to larger aircraft.

As a rule, I’d rather see less regulation to encourage more innovation. Even FAA appears to agree, based on their Part 23 rewrite recently released. Many tend to think regulation makes for safer aircraft, but (1) that is matter of diminishing return — how much safety is gained from more regulation? — and, (2) regulation is not the only way safety has advanced. Insurance companies have demanded improvements that FAA didn’t consider. Media people help improve designs by their critiques. Other industries contribute tech that improves safety, if regulations don’t prevent it. Consumers are another bulwark against dumb ideas and for more creative and cost-efficient safety solutions. Finally, competition stimulates improvements, the best of which quickly flash around an industry. Look how similar airliners or smartphones appear. The most successful ideas tend to be used by everyone in time.

There's a lot there, but there's also a lot to think about. Until the rewrite of FAR23, the LSA sector led general aviation in technology, especially in the use of composites. The new FAR23 is sort of like catch-up regulation for GA, but where does the technology leader, LSA, go to from here?

BRM Aero’s handsome Bristell, seen here in taildragger configuration, is a 5th generation design that shows how far the LSA industry has come in a short time.

You are right that LSA is leading the innovation charge in many ways. Where can the industry go from here? We (LAMA) have spoken to FAA a lot in the last three years as we seek new opportunities within the present regulatory framework. It is perfectly clear that LSA were a significant reason why FAA went ahead with the Part 23 rewrite and use of industry consensus standards. To answer the future question, I again refer you to this recent article.
The freshest new tech in aviation may come from outside aviation but I would never discount the passionate, imaginative, and motivated designers and developers operating in light aviation today.

Recently I had an exchange with Australian Flying magazine editor, Steve Hitchen. He asked some great questions and after giving my responses I realized some of his question were common ones I hear being discussed. So why not share our give-and-take? Steve’s questions are in blue.
I’d like to talk about power. With LSA restricted to 120 KIAS, it seems unlikely we’ll get much engine development to increase power unless regulations change to either allow an increase in speed or gross weight.
LSA are getting more power, to wit, Rotax’s new 915iS with 135-horsepower and the Continental Titan line with 180 horsepower. I do not think this is the end of the horsepower boosts …plus LSA speed and/or weight changes could conceivably follow in the USA but are currently not limitations in other countries that accept the ASTM standards as a basis for approval or certification.

One of the most attention-getting aircraft at AirVenture 2012 was the Lisa Akoya, and no wonder. Akoya has design qualities and features not found on any other aircraft we've seen. After the airshow, the company announced new plans regarding financing so the future has some questions marks. Yet something this beautiful is going to emerge one day. Join us as we a tour of the eye-popping Akoya inside and out.

One of the most attention-getting aircraft at AirVenture 2012 was the Lisa Akoya, and no wonder. Akoya has design qualities and features not found on any other aircraft we’ve seen. After the airshow, the company announced new plans regarding financing so the future has some questions marks. Yet something this beautiful is going to emerge one day. Join us as we a tour of the eye-popping Akoya inside and out.

We just passed September 1st and that date is significant in the LSA universe. It is the day, ten years ago, that the Sport Pilot & Light-Sport Aircraft rule we have been celebrating all summer officially became part of the Federal Aviation Regulations (FARs). If you're thinking, "Hey, I thought it was announced in the summertime, at AirVenture!" ... you're correct. It was, but that was just the administrator's public relations timing to get the biggest bang for the buck, at Oshkosh. As we continue the tenth anniversary celebration — looking back on the first decade — we see the astounding development of 136 models of LSA, more than one every month for ten years running. This profusion of models runs the length and breadth of aviation, from fixed wing, three axis airplanes to powered parachutes to trikes to motorgliders and from less than $30,000 to over $200,000. I fully expect designers to continue pushing the envelope in every direction but one facet of LSA development seems as energized as a Saturn V moon rocket: LSA seaplanes. Consider:
Chip Erwin's Mermaid ... first approved seaplane — SLSA #15
Freedom from Spain ... with long motorglider wings — SLSA #44
SeaMax from Brazil ... compact, fast, and a light handling — SLSA #63
Searey from USA ... FAA accepted the day it was audited, a first! — SLSA #129
Super Petrel from Brazil ... a highly developed biwing — SLSA #134
Icon's A5 from USA ... the original "wow" creation among LSA seaplanes
MVP.aero's Most Versatile Plane from USA ... a huge splash at AirVenture 2014
Vickers Wave from New Zealand ... powerful and feature laden design
ATOL from Norway ... well proven wood structure, freshly redesigned
Lisa Akoya from France ... smooth and expensive, but more "wow"
The list above does not even include numerous LSA floatplanes where amphibious or straight (unwheeled) floats are added to an existing landplane. What grabs the attention of most people is how stunning the newest designs are — they are taking LSA design into what might be called its third generation — all in the sector's first ten years (although the A5, MVP, Wave, ATOL, and Akoya have yet to arrive as deliverable aircraft). The photos give you more on Lisa's aircraft and the company recently updated their corporate message after receiving substantial funding from (where else?) China. According to other sources a 75% controlling interest in Lisa was purchased by Heima Mining Company of China for $20 million in February 2013.
Lisa Airplanes' two-seat amphibian aircraft can take off and land on multiple types of surfaces (like MVP, which calls itself a "triphibian"). Lisa test pilots report "outstanding flight performance, combining long distances and exceptional comfort." Spokespersons elaborated, "From the cockpit up to the edge of the wings, and through the Seafoils, a number of technical innovations offer elegance, operating convenience and exceptional aerodynamic performance: top speed of 156 mph, range of 1,250 miles, fuel consumption of 42 mph, and Akoya takes off and lands in as little as 650 feet." Thanks to folding wings (photo & video), Akoya can be stored in a garage or aboard your yacht. With its stratospheric price tag of $395,000, Lisa will have to market to well-heeled customers.
Lisa developers also boast of Akoya's 180-degree panoramic view through its tinted bubble canopy and a cockpit specially designed to combine both aesthetics and maximum comfort. Engineered to meet the LSA regulation, Lisa said Akoya is positioned between [European] ultralight aircraft and standard category certified aircraft. They said that while the LSA concept is still not widely known in Europe, "this new U.S. standard is becoming international" and they intend to prove compliance of Akoya to ASTM industry consensus standards. Lisa assures that a Sport Pilot certificate will suffice in the USA while Europeans can obtain a Light Aircraft Pilot License after a 20 to 30-hour training session varying slightly to meet each country's regulation. It was good to see Lisa back at AirVenture 2014 where we shot a new video that will be available soon.
Watch for our interview. Until then, here's some flying scenes courtesy of Lisa:

We just passed September 1st and that date is significant in the LSA universe. It is the day, ten years ago, that the Sport Pilot & Light-Sport Aircraft rule we have been celebrating all summer officially became part of the Federal Aviation Regulations (FARs). If you’re thinking, “Hey, I thought it was announced in the summertime, at AirVenture!” … you’re correct. It was, but that was just the administrator’s public relations timing to get the biggest bang for the buck, at Oshkosh. As we continue the tenth anniversary celebration — looking back on the first decade — we see the astounding development of 136 models of LSA, more than one every month for ten years running. This profusion of models runs the length and breadth of aviation, from fixed wing, three axis airplanes to powered parachutes to trikes to motorgliders and from less than $30,000 to over $200,000. I fully expect designers to continue pushing the envelope in every direction but one facet of LSA development seems as energized as a Saturn V moon rocket: LSA seaplanes.

A most unusual critter appeared at the Oshkosh Arch, the electric eVolo helicopter with 18 electric engines (yes, it hovers!).

I got to sample cabin comfort in the dreamy Lisa Akoya. photo by UltralightNews

Randall Fishman's 4th Generation electric airplane. The ULS is also Part 103 legal.

Terry Raber's Aerolite 103 is still available for $15,000 ready to fly and nicely equipped! photo by UltralightNews

Quicksilver Aeronautics has new business-like owners and we interviewed them. photo by Randee Laskewitz

Pipistrel reported selling several aircraft, focused on this great-bargain Alpha model that earned SLSA approval while at the show.

B.O.T. Aircraft now produces the Speed Cruiser, with 60 improvements on an earlier model, the Bilsam Sky Cruiser.

We talked to several developers of aircraft using the Rotax 912 iS fuel-injected engine, such as this curvy Arrow Copter gyroplane. photo by Randee Laskewitz

Minnesota's Ion Aircraft boasted of their new U-tail configuration.

A little humor at the event was likely often photographed... clever.

The Goodyear blimp was an example of lightened spirits at Oshkosh 2012. photo by Randee Laskewitz

In the near future, we'll present fuller stories of some of the following short bits from Oshkosh 2012. With UltralightMews, we shot videos on most of the following, too, so watch for those as we can post them. Enjoy!
CESSNA & PRIMARY CATEGORY Early on in the week, Cessna announced they would transition their LSA Skycatcher to Primary Aircraft status. That requires a Type Certificate and FAA production approval but the Wichita giant can do this handily even if will add some cost. More on in a later article. However, here's a way Cessna can recapture some 80 orders from Europeans cancelled earlier this year. On a more fun note, it was a pleasure to meet all nine of their youthful ambassadors that worked in the Discover Flying Challenge program. We shot a video featuring each participant and we'll post that as soon as possible. (In the near future, we'll feature a brief review of Primary Category versus LSA.)
AHOY, AKOYA! Lisa gave a first-ever U.S. showing of their dreamy Akoya seaplane. I got to climb inside it to discover that the example at Oshkosh was the one and only flying prototype. If they can build a test article this pretty, I can't wait to see the final version. With its sea wings — front and back I discovered — Akoya spurns the usual chine-edged hull for a smoothly rounded fuselage. Videos show the unusual configuration is quite effective. They invited me to come fly and see for myself and I'll try that in early 2013.
ELECTRIC AIRWAYS Randall Fishman of Electric Aircraft showed his superb ULS, a sleek single place ultralight-style motorglider that can make Part 103, he says. At $59,000, this is the most expensive Part 103 ultralight vehicle ever but it is also by far the most sophisticated. The soaring crowd will see that price tag as an incredible bargain and I expect he'll sell a few. I hope I didn't drool on it when I shot photos; it is gorgeous and represents his fourth generation all-electric aircraft. In another corner of the Lightplane area was last year's electric charmer, the eLazair, returning with even better hardware that allows an hour flight after a one hour charge! Now they plan to supply all the drive components where last year they said it was just an example to demonstrate electric flight.
HAPPY BIRTHDAY, PART 103! Speaking of Part 103, aviation's most free segment celebrated its 30th anniversary, slightly before the official September date. If you thought the category went away, the truth is you drifted not the aircraft. Several examples are available as brand-new aircraft and one reason you may have felt it disappeared is because serious accidents, fatalities in particular, are very rare. Let's review: you still need no pilot license (none!), no N-number, no airworthiness certificate, no medical, and you can buy one ready-to-fly. In our heavily-regulated society — aviation most definitely included — this near-total freedom is simply remarkable. Every line of the regulations for this charming class of airplanes can be printed on the front and back of a single page of standard office paper. A standout example is the Aerolite 103, selling nicely equipped (electric starting, flaps, brakes, partial enclosure, and more) for $15,000 factory-built and ready-to-fly.
QUICKSILVER RISING Quicksilver, now called Quicksilver Aeronautics, made a splashy return with displays in the Lightplane area as well as the LSA Mall. The company announced plans to pursue Special LSA status (and ELSA) while retaining kits as Experimental Amateur Built. They're already well underway with the work and we might see a new SLSA by Sebring if all goes well. It's also worth noting this company was the very first to earn FAA approval for their GT 500 two seater as a Primary Aircraft... way back in 1993. Their U.S. sales boss, Todd Ellefson took the chance in a press conference to welcome Cessna to their exclusive club (currently also including Rans and their S-7 Courier).
SHOW SUCCESS Pipistrel had a spectacular show reporting 10 paid orders -- the "best Oshkosh ever," they said -- split about half for their new $89,000 Alpha (including freight and prep) plus selected other models from their wide line. The Slovenian company with production facilities in Italy has already delivered 10 of the just-finished Alpha Trainer models and goes home flush with new orders. At Oshkosh, the company was able to resolve some questions and earned airworthiness certificates for the new model, making it #126 on our SLSA List. While I didn't ask all companies, I know Flight Design logged several sales and so did Evektor. Though plenty of exhibit spaces were empty around the grounds — and even more unbelievably inside the four giant halls — many companies were upbeat about the quality of visitors and felt they gathered many good leads.
SKY ARROW IS BACK! New Sky Arrow producer, Magnaghi Aeronautica, brought their first production example as they rev up the assembly line. This company took over from the now-bankrupt developer and is blending this manufacturing in with their substantial aerospace business. Importer Jon Hansen was all smiles as folks recognized the return of a great flying LSA (that also has Part 23 approval, by the way!). As a very important side note, Sky Arrow has helped more of Able Flight disabled scholarship winners earn their Sport Pilot wings than any other model.
ADS-B ANYONE? Dynon showed their new ADS-B box for just $995. Way down from what we once though might be $20,000 per aircraft, the avionics leader offers a remotely-mounted device that interacts with their gorgeous SkyView glass screens and provides airborne traffic and subscription-free weather. Other companies also offered low-cost ADS-B solutions including a portable, panel-top Garmin ADS-B as did Dual Electronics. Grand Rapids also announced a unit so ADS-B, previously affordable only by bizjet owners, is now available for everyman pilots.
SPEED CRUISIN' Doc Baily and Reiner Tauren gave Oshkosh attendees their first look at the B.O.T. Aircraft Speed Cruiser. Reiner took this project over from the original designer, made some 60 improvements big and small and was testing the market for yet another LSA model. (FAA officials and I compared notes and we see another 30-40 models in various stages of development!) Speed Cruiser is not yet approved under the ASTM standards but work is underway.
REACH FOR THE SKY SkyReach showed their new BushCat, another super value LSA for less than $60,000, decked out in a striking zebra graphic scheme. The company has taken over from Rainbow Aircraft and will continue selling the even-less-expensive Cheetah. This company offers LSA bargains that some folks believe aren't available.
LAW ENFORCERS We saw at least three examples of working LSA in the sense of law enforcement usage (the only commercial use permitted beyond flight instruction and rental and only possible for exempt public-service organizations like police or border patrols, etc.). Flight Design's CTLS has been shown before with wing mounted cameras, but we also saw high-tech installations on Tecnam Eaglet and the World Aircraft Sentinal, the latter with a completely different approach from Near Earth Observation Systems, Ltd (NEOS) that represents terrific capability at bargain prices.
912 iS SIGHTINGS Americans got their first view of the slick Arrow Copter gyroplane at the Rotax BRP display. Along with the twin-engined AirCam and another example in the Pipistrel display, this European gyroplane featured the new 912 iS fuel-injected engine that is generating many orders. Rotax boss Christian Mundigler reported shipping nearly 200 of the new powerplants just since the spring launch.
MAINLINE ATTENTION GA mainstays, Sensenich props and Wipline floats both announced LSA products in a continuing endorsement of the importance of the new aviation category. It was just eight years ago at Oshkosh that FAA announced the Sport Pilot/Light-Sport Aircraft rules and the industry has since output close to 3,000 aircraft in a dizzying 126 models from 89 manufacturers.
INTRODUCING ION To most eyes, the Ion Aircraft being developed in Saint Paul, Minnesota looked like a new appearance but "a, not the" Steve Martin and his partner Steve Schultz report work on a second flying prototype. If all goes well they expect to enter production, soon, though they may run into the FAA first article inspection machinery (see below). The airplane has a unusual "U-tail" they call it, and they see some advantages.
DIGITAL CIRCUIT BREAKERS? Vertical Power patiently explained their electronic circuit breaker concept to me... again, and I get it now. A few producers (World Aircraft, The Airplane Factory, SportCruiser, and more) are using their VPX box now to simplify their cockpits while adding capabilities and versatility. After routing most electric system through the behind-the-panel device, other systems can employ the greater control. As if to prove the point convincingly, Vertical Power teamed up with X-Plane developer Austin Meyer to create the "Runway Seeker," a clever system that can fly an airplane with a failed powerplant to a safe runway, actually guiding the homebuilt or LSA to a point near final approach. Runway Seeker will adjust flaps and flying speed to optimize a safe engine-out landing at the most appropriate airfield. Much as I believe in airframe parachutes (and Runway Seeker doesn't change my mind), developer Marc Ausman has created a most useful escape system. He reports the spouses of airplane owners are very keen on it; it makes them feel safer flying in their family airplane.
FAA WATCHING CLOSER
FAA is increasing their visitation of LSA producers operating under ASTM acceptance. The agency plans to visit all active producers. But a newer directive is to be released perhaps in September for FAA to perform compliance verifications before any new LSA model can gain an airworthiness certificate. Such first article inspections will bump back the list of companies to be audited.
THE WEEK THAT WAS Taken as a whole, the reports from sellers were positive, more upbeat than last year. Many commented on the empty exhibit spaces even as they said the buyers were better qualified, so quantity isn't everything. Safety at the show was also worth a smile. We love going to these shows and we really love going home afterward. The 12-hour outdoor days are intense but we wouldn't miss Oshkosh for the world. Watch for more in-depth coverage to follow.

In the near future, we’ll present fuller stories of some of the following short bits from Oshkosh 2012. With UltralightMews, we shot videos on most of the following, too, so watch for those as we can post them. Enjoy!
CESSNA & PRIMARY CATEGORY Early on in the week, Cessna announced they would transition their LSA Skycatcher to Primary Aircraft status. That requires a Type Certificate and FAA production approval but the Wichita giant can do this handily even if will add some cost. More on in a later article. However, here’s a way Cessna can recapture some 80 orders from Europeans cancelled earlier this year. On a more fun note, it was a pleasure to meet all nine of their youthful ambassadors that worked in the Discover Flying Challenge program. We shot a video featuring each participant and we’ll post that as soon as possible. (In the near future, we’ll feature a brief review of Primary Category versus LSA.)
AHOY, AKOYA!